Convertible railway-highway vehicle



Aug. 30, 1966 c. R. THOMPSON CONVERTIBLE RAILWAY-HIGHWAY VEHICLE 2 Sheets-Sheet 1 Filed Jan. 50, 1964 INVENTOR ATTORNEY 30, 1966 c. R. THOMPSON CONVERTIBLE RAILWAY-HIGHWAY VEHICLE 2 Sheets-Sheet 2 Filed Jan. 30, 1964 M Ww W i M 0 i 4 5 5 5 M \1 M W a VWA W Cu In 1 x 4 2 f INVENTOR (ZIAfA/[f lei/0,411 104 w n- 223 $570 n ATTORNEY United States Patent cousin Filed Jan. 30, 1964, Ser. No. 341,279 6 Claims. '(Cl. 105215) This invention relates to a new and novel railway wheel and axle adaptor assembly, and more particularly to such an assembly which is mounted upon a vehicle specifically adapted for traveling both on a paved roadway and upon railway tracks.

The present invention is directed to a railway wheel and axle adaptor assembly which is incorporated on a vehicle having conventional rubber tires for travelling along the paved roadway, and which addition-ally is adapted to be utilized for travel along railway tracks. Such vehicles generally are provided with a crane mechanism or similar means which is useful in laying railway tracks and for performing other operations in association with such railway construction and maintenance.

The adaptor assembly of the present invention is normally in its retracted position when the vehicle is operating along a conventional paved roadway, and suitable means is provided for lowering the assembly into operative position wherein the railway wheels of the invention are adapted to be in contact with the railway tracks for partly supporting the vehicle on such railway wheels and for guiding the vehicle along the railway tracks. It should be understood that under ordinary circumstances the majority of the weight of the vehicle will be carried by the conventional rubber tired wheels which are spaced apart so as to run along the tracks, and the railway wheels of the invention arrangement are utilized only for supporting a minor portion such as of the weight of the vehicle.

Vehicles of the type as contemplated by the present invention have in the past employed adaptor assemblies including railway Wheels, but such adaptor assemblies have employed arrangements wherein the railway wheels are supported in a rigid manner from the frame of the vehicle. This rigid mount-ing of the railway wheels has proved unsatisfactory when operating the vehicle over tracks which are uneven. The prior art rigid mounting of the adaptor assemblies has resulted in derailment of the vehicle, and accordingly, a principal purpose of the present invention is to provide an arrangement whereby the railway wheels are maintained in contact with the tracks even under varying conditions of track levels so as to substantially eliminate the possibility of such derailments.

The prior art rigid arrangements as discussed above have also resulted in further unsatisfactory results in that the weight is not always evenly divided between the railway wheels, and further the vehicles have not been able to successfully negotiate 30 degree curves on railway tracks with these known structures. Accordingly, a further important feature of the present invention is to provide an arrangement wherein the weight of the vehicle will be evenly distributed between the railway wheels at opposite ends of the axle to ensure positive engagement with a railway track, and further wherein the vehicle is enabled to successfully negotiate 30 degree curves on railway trucks.

In order to accomplish the above-discussed purposes, the present invention incorporates a novel structural arrangement wherein a railway wheel and axle means is pivotally supported by a transverse axle support portion. This pivotal mounting of the axle and wheel means permits oscillation thereof about its pivot point so as to accommodate differences in the levels of the track and to enable the railway wheels to be maintained in positive contact with the tracks. The axle means is pivoted at substantially its central portion to the axle support portion thereby ensuring that the weight of the vehicle is substantially evenly distributed between the railway wheels at opposite ends of the axle.

The transverse axle support portion is rigidly interconnected with the lower ends of retractable tubes which are telescopically received within guide tubes. Means are provided for selectively moving the retractable tubes with respect to the guide tubes so as to extend the retractable tubes and the axle support portion to the desired degree. The guide tubes are in turn mounted upon means which is pivotally interconnected with the frame of the vehicle. Link means are also pivotally interconnected between the transverse axle support portion and a portion of the frame of the vehicle. This over-all arrangement enables the vehicle to readily negotiate 30 degree curves on railway tracks.

An object of the present invention is to provide a selfpropelled vehicle adapted to move over paved roadways and including a new and novel railway wheel and axle adaptor assembly which additionally enables the vehicle to travel along railway tracks.

Another object of the invention is the provision of a railway wheel and axle adaptor assembly on a vehicle including means for lowering the adaptor assembly into operative position and lifting it into inoperative position relative to railway tracks.

A further object of the invention is to provide a railway wheel and axle adaptor assembly including a structural arrangement which maintains the railway wheels in contact with railway tracks under varying conditions of track levels.

Still another object of the invention is the provision of a railway wheel and axle adaptor assembly which ensures that the weight of an associated vehicle will be substantially evenly distributed between the railway wheels at opposite ends of the axle of the assembly thereby maintaining the railway wheels in positive engagement with associated railway tracks.

Yet a further object of the invention is the provision of a vehicle incorporating a railway wheel and axle adaptor assembly which enables the vehicle to successfully negotiate 30 degree curves on railway tracks.

Other objects and many attendant advantages of the invention will become more apparent when considered in connection with the specification and accompanying drawings, wherein:

FIG. 1 is an elevation of a vehicle according to the present invention incorporating the novel railway wheel and axle adaptor assembly;

FIG. 2 is a sectional view taken substantially along line 22 of FIG. 3 looking in the direction of the arrows;

FIG. 3 is a sectional view taken substantially along line 33 of FIG. 2 looking in the direction of the arrows;

FIG. 4 is a sectional view taken substantially along line 44 of FIG. 2 looking in the direction of the arrows;

FIG. 5 is a sectional view taken substantially along line 5-5 of FIG. 3 looking in the direction of the arrows;

FIG. 6 is a longitudinal section through the telescoping tubular portion of the axle support means and the drive means therefor as shown in FIG. 2;

FIG. 7 is a top perspective view illustrating the indicating means of the present invention with other portions being broken away for the sake of clarity; and

FIG. 8 is a sectional view taken substantially along line 8-8 of FIG. 2 looking in the direction of the arrows illustrating certain details of construction of the indicator means.

Referring now to the drawings wherein like reference characters designate corresponding parts throughout several views, there is shown in FIG. 1 a vehicle according to the present invention, the vehicle including a frame means indicated generally by reference numeral 10, a crane cab structure indicated generally by reference numeral 12 being mounted on a turntable assembly indicated generally by reference numeral 14, this turntable assembly being mounted in a suitable manner on the frame means 10. The machinery for operating the crane is housed within a portion 15 disposed just rearwardly of the crane cab structure, a conventional boom 17 being pivotally mounted as indicated at 19 to the crane cab structure.

A cab assembly 22 is mounted on the frame means at the forward end of the vehicle and houses the usual engine and transmission assembly which is connected by suitable driving connections with the drive wheels of the vehicle. The vehicle is illustrated in its position for normal travel along a roadway or a railway track as seen in FIG. 1, it being understood that the boom 17 of the crane can be lifted and maneuvered into operative position after the vehicle has arrived at a particular location.

A pair of driving wheel assemblies are indicated generally by reference numerals 25 and 26 as seen in FIG. 1, and the forward driving dirigible wheels of the vehicle are indicated by reference 30. It will be understood that the driving wheels 25 and 26 each incorporate a double wheel assembly at opposite ends of the associated axles, the inner wheel of each of these double wheel assemblies being spaced apart so as to rest upon and engage the upper surfaces of a pair of spaced railway track members as indicated by reference numeral 33.

It will be understood that the drive from the engine of the vehicle is transmitted to the driving wheels 25, 26 and 30 through the usual conventional driving train, and that these driving wheels will serve to propel the vehicle either along a conventional roadway or along railway tracks. The dirigible wheels 30 are employed for supporting the forward end of the vehicle and for steering the vehicle when on a roadway. It will be understood that these wheels 30 are not manually steered when travelling along railway tracks.

In order to partially support and guide the vehicle for movement along railway tracks, railway wheel and axle adaptor assemblies 36 and 38 are provided at the rear and forward portions of the vehicle. These adaptor assembles will be normally raised out of engagement with a supporting surface when the vehicle is travelling along a roadway, and the adaptor assemblies are lowered into contact with the railway tracks when the vehicle moves along such railway tracks as illustrated in FIG. 1. It will be understood that these two adaptor assemblies may be of similar construction, and the following description is particularly directed to the details of construction of the adaptor assembly at the forward end of the vehicle.

As seen particularly in FIGS. 2 and 3, adaptor assembly 38 includes a bumper means indicated generally by reference numeral 40, this bumper means being pivotally supported on the frame and being of a reinforced structural arrangement. The bumper means includes a bumper member comprising a forward bumper wall 42, an integral upper wall 43 extending therefrom at substantially a 90 degree angle thereto, and a similar lower wall 44 disposed substantially parallel with upper wall 43 but extending rearwardly of the forward wall 42 a substantially less distance.

End plates 46 and 47 are provided at opposite ends of the bumper means. A first pair of plate members 50 and 51 are fitted within the channel-shaped bumper means and are in engagement with the walls 42, 43 and 44 respectively. It should be understood that members 46 and 47 as well as the plate members 50 and 51 are suitably rigidly interconnected with the wall portions 42, 43 and 44 as by welding or the like, all of these components being formed of a heavy-duty material such as steel and the like.

A pair of substantially V-shaped brace members 54 and 55 are provided, these members engaging at the opposite ends thereof the plates 50 and 51 and also being in engagement with the forward wall 42 throughout their length and with the upper and lower walls 43 and 44 at opposite ends thereof, the brace members also being secured in operative position as by welding or the like.

A further pair of plates 57 and 58 are spaced outwardly of plates 50 and 51 and are secured in a similar manner to the outer wall portions 42, 43 and 44.

The frame means of the vehicle includes a pair of forwardly extending portions 60 as seen most clearly in FIG. 2, each of these portions receiving the plates 50 and 51 therebetween respectively, aligned openings being formed in the portions 60 and the plates 50 and 51 for receiving pin members 62 which are secured in operative position by means of cotter pins 63. This arrangement serves to pivotally support the bumper means to the frame means of the vehicle, the remaining components of the adaptor assembly being supported from the bumper means and accordingly the entire assembly is pivotally supported from the frame means in this fashion.

As seen particularly in FIG. 2, a first gear box indicated generally by reference numeral 66 is formed integral with the mounting plate portion 67 having a plurality of holes therein, plate 57 being provided with a corresponding plurality of holes whereby the cap screw and nut assemblies indicated generally by reference numerals 68 are provided for attaching the gear box to the plate member 57. A depending guide tube 70 is fixedly secured to gear box 66.

A second gear box means is indicated generally by reference numeral 72, this gear box being formed integral with a mounting plate portion 74 having a plurality of holes therein. Plate 58 is provided with a corresponding plurality of holes, and the cap screw and nut assemblies indicated generally by reference numerals 75 are provided for attaching the gear box 72 to plate 58. A depending guide tube 77 is fixedly secured to gear box 72.

Referring now particularly to FIG. 6 of the drawings, the details of construction of a mechanism is shown by means of which 'a retractable tube 88 may be moved back and forth within the guide tube 70, that is, transversely of the pivot axis afforded by the pivot pins 62. As seen in this figure, a vertical shaft 80 is rotatably supported by bearing means 81, vertical shaft 80 extending downwardly within the guide tube 70, and having a bevel gear 82 fixed to the upper end thereof.

The lower portion 85 of shaft 80 is threaded and is threaded into a nut member 87 secured fixedly to the upper end of the retractable tube 88 which is adapted to telescope Within the guide tube 70. A bushing 90 is provided between tubes 70 and 88 for permitting the desired sliding interrelationship between the two tubes.

It will also be noted that the lower end of vertical shaft 80 is provided with an enlarged portion 92 which is adapted to engage the lower portion of nut 87 for positively limiting the extension of retractable tube 88 from the guide tube 70. It is of course clear that relative rotation between the threaded portion 85 of shaft 80 and the nut portion 87 in opposite directions will cause either lifting or lowering of the retractable tube 88 with respect to the guide tube 70.

As seen at the upper portion of FIG. 6, a shaft 95 is suitably journalled Within the gear box by means of bearing portions 96 and 97, 'a bevel gear 100 being fixed to shaft 95, and a spaced pinion gear 102 being also fixed to this shaft. Bevel gear 100 is in engagement with bevel gear 82.

The pinion gear 102 is in engagement with a pinion gear 104 fixedly secured to a shaft 105 rotatably supported within the gear box assembly by means of spaced bearing portions 106 and 107.

The outer end of shaft 105 is secured to a drive tube 110 which is in turn secured to a crank shaft 111 rotatably journalled within a bearing means 113 supported within the end plate 46 of the bumper means. A hand crank member 115 is pivotally interconnected by means of a cap screw and nut assembly 117 with the outer end of the crank shaft 111. It is apparent that rotation of the hand crank member 115 will produce rotation of the associated crank shaft which in turn will cause the shafts 105 and 95 within gear box 66 to rotate thereby producing rotation of the vertical shaft 30 which will either raise or lower the retractable tube 88 as the case may be.

The hand crank member 115 is shown in full lines in FIG. 2 in its operative position whereby it may be turned for operating the axle support means to raise or lower the retractable tubes thereof. The hand crank member is also shown in a retracted dotted line position wherein it is inoperative, the hand crank member being retained in this position by means of a spring member 120 having a hook 121 at the outer end thereof adapted to engage the hand crank member and hold it in the dotted line position. This spring and hook assembly is supported from the lower wall portion 44 of the bumper means.

As seen particularly in FIG. 2, a second retractable tube member 125 which is substantially identical with retractable tube member 88 is provided, tube 125 being telescopically received within the guide tube 77. A vertical shaft member 127 which is substantially identical with the vertical shaft member 80 is provided for operating the retractable tube 125, a bevel gear 128 being fixed to the upper end of shaft 127.

Bevel gear 128 is in meshing engagement with a similar bevel gear 130 which is fixedly secured to a shaft 132 which extends outwardly of gear box 72 and to the left of plate member 58. Shaft 132 is in turn interconnected with a drive tube 135 which in turn is interconnected with a shaft member 137 which is secured to the portion of shaft 95 which extends outwardly of the gear box 66 and to the right of plate 57.

It is accordingly apparent that the vertical shafts80 and 127 are geared together so as to act in unison. With this arrangement, movement of the hand crank member 115 causes simultaneous lifting or lowering of the retractable tubes 88 and 125 as the case may be. The guide tubes 70, 77 and associated parts by means of which they are mounted on the vehicle frame constitute upper axle support means which are suspended from the vehicle frame for swinging movement about the transverse pivot axis afforded by the pivot pins 62.

Referring now particularly to FIGS. 2 through 5 inclusive, a transverse axle support portion having the general shape of an inverted channel member is indicated generally by reference numeral 142, this portion including a top plate 143 which is rigidly secured as by Welding to the lower ends of retractable tube members 88 and 125. A pair of side wall portions 144 and 145 are rigidly affixed to the under side of plate 143 and extend downwardly therefrom and substantially parallel to one another.

A pair of plates 147 and 148 are secured to the side wall portions 144 and 145 resectively, plates 147 and 148 having central holes formed therethrough in alignment with ccrresponding holes in the associated side wall portions 144 and 145 for a purpose hereinafter described.

A pair of brace members 150 and 151 are provided at opposite ends of the transverse axle support portion. Each of these brace members is substantially U-shaped in configuration and depends from the lower portion of the axle support portion. As seen particularly in FIG. 7, the U-shaped brace 150 is disposed in depending relationship from the end portions of the side walls 144 and 145 and is rigidly affixed thereto. These braces will serve to rigidify the end portions of the axle support portion and further serve to limit the downward movement of the axle means hereinafter described.

As seen particularly in FIG. 2, a first pair of spaced ear members 155 are secured to the outer surface of side wall portion 145, a second similar pair of spaced ear members 157 being secured to the side wall in the same manner. Link members 160 and 162 are pivotally connected at the lower ends thereof by means of pins 163 and 164 with the ears 155 and 157 respectively, the lower ends of the link members and the ears being provided with aligned openings for this purpose. Pin 163 is held in operative position by means of cotter pins 165, and pin 164 is maintained in operative position by means of cotter pins 166.

The link members are adapted to be pivotally interconnected at the upper ends thereof with depending portions of the frame means of the vehicle. As seen in FIG. 2, a first pair of depending ears are provided and a second similar pair of depending ears 172 are provided, these ears being rigidly supported by the frame of the vehicle. The upper end of link member 160 is pivotal ly interconnected with ears 170 by means of a pin 173 passing through aligned openings in the link and the ear members, and the upper end of link member 162 is pivotally interconnected with the depending ears 172 by means of a pin 174 extending through aligned openings in the ears and the link member. Pin 173 is maintained in operative position by means of cotter pins 175, and pin 174 is similarly maintained in this operative position by means of cotter pins 176.

It is accordingly apparent that the transverse axle support portion 142 is guided in its movement by means of the pivotally mounted link members 160 and 162 which are pivotally interconnected with the axle support portion as well as the frame of the vehicle. It is also apparent that the axle support portion is generally channel-shaped in cross sectional configuration and open at the bottom, with the U-shaped brace members 150 and 151 at opposite ends thereof being provided to limit downward movement of the axle means at either end of the axle support portion.

As seen most clearly in FIGS. 4 and 5, the axle means of the present invention is indicated generally by reference numeral and includes a top wall portion 182, a pair of depending side wall portions 183 and 184, and a bottom wall portion 185, all of these walls being rigidly interconnected with one another as by welding or the like. As best shown in FIG. 3, the axle means 180 are straddled by theinverted channel member 142, and the latter together with the tube members 88, 125 affords a lower axle support means which is slidably connected with the upper axle support means including the guide tubes 70, 77 in depending relation thereto.

The opposite side walls 183 and 184 are provided with Openings formed therethrough at a point substantially midway between the opposite ends thereof, these openings receiving a tubular member 188 which is fixed in the position seen in FIG. 4. This tubular member receives a pair of spaced bushings 190 and 192 which serve to rotatably journal therewithin a pin member 195. Pin member 195 as seen in FIG. 4 extends through the bushings 190 and 192 and thence through aligned openings formed in the side walls 144 and 145 of the transverse axle support portion 142, the pin member also extending through openings provided in the plates 147 and 148.

Pin member 195 serves to rockably support the axle means at substantially its midpoint for lateral up and down swinging movement with respect to the transverse axle support portion which is rigidly secured to the bottom end of the depending retractable tubes.

As seen in FIG. 4, pin member 195 is provided with a grease fitting 197 which is in communication with bore means 198 therewithin for lubricating the journalled portion for the pin. The pin is retained in the operative position as shown through the intermediary of a milled slot 200 of substantially rectangular cross sectional configuration. A plate member 202 is adapted to snugly fit Within the milled slot 200 of the pin member, plate member 202 comprising a lock plate which is held in operative position by means of a pair of cap screws 204 extending through suitable openings provided in plate 202 and being threaded into correspondingly threaded openings provided in the plate member 147. It is apparent that when the lock plate 202 is in the operative position shown in the drawings, pin member 195 will be locked in its operative position. If it is desired to remove the pin member to disassemble the axle means from the axle .support portion, the lock plate may be removed whereupon the pin member can be easily slid out of the operative position shown.

A pair of cylindrical aide portions 210 and 212 are fixedly secured to opposite ends of the axle structure hereinabove described, each of these cylindrical axle portions being rigidly secured as by welding to the top, bottom and side wall portions of the axle means. The construction and operation of the axle means at opposite ends thereof are identical, and accordingly, the portion 212 will be described in detail as seen in FIG. 5, it being understood that the corresponding axle portion at the opposite end of the axle means is identical.

As seen in FIG. 5, axle portion 212 includes a portion 214 of reduced diameter which terminates in a still smaller portion 216 having threads 218 formed on the outer surface thereof. A conventional flanged railway wheel 220 adapted for cooperative engagement with the track 33 is rotatably journalled on the reduced portion 214 by means of spaced bearing means indicated by reference numerals 222 and 224. The railway wheel is maintained in its operative position as shown by a nut and washer assembly indicated generally by reference numeral 226 and being of conventional configuration and being mounted about the threaded end portion 216 of axle means 212. It will be noted that a corresponding railway wheel 220' as seen in FIG. 2 is mounted at the opposite end of the axle means.

A substantially cup-shaped cap member 230 is disposed about the outer end of axle means 212, this cap portion having a gasket 232 formed of suitable material such as cork or the like interposed between it and the adjacent portion of the railway wheel, the cap member being held in operative position by a plurality of cap screw and lock washer assemblies indicated by reference numerals 234, the cap screws extending into suitably threaded holes provided in the railway wheel 220. It will be noted as seen in FIG. 2 that a corresponding cap member 230' is provided at the opposite end of the axle means. The cap members can of course be removed when it is desired to disassemble the railway wheels from either of the axle ends as desired.

As seen in FIG. 5, the opposite limits of movement of the axle means with respect to the transverse axle support portion are illustrated in phantom lines. It will be observed that the upward limit of movement is governed by contact of the upper wall 182 of the axle means with the upper wall 143 of the axle support portion. Downward movement of the axle means is limited by contact of the lower wall 185 of the axle means with the depending brace member 151 disposed at the associated end of the axle support portion. It is apparent that similar contact at the opposite end of the axle means with the associated portions of the axle support portion will also serve to limit such oscillating movement of the axle means with respect to the axle support portion.

FIGS. 2 and 3 each illustrate the railway wheels in full lines as being lowered into operative contact with associated railway tracks. Also as seen in these figures, the phantom line position indicates the position of the railway wheels when the retractable tubes have been telescoped into the associated guide tubes with the retractable tubes at their upper limit of movement.

Indicator means is provided for indicating the proper extension of the retractable tubes with respect to the as- 8 sociated guide tubes. A-sseen in FIGS. 7 and 8, this indicator means includes a first portion 240 which simply comprises a small substantially cylindrical rod member 240 which is suitably secured as :by welding to the outer surface of guide tubes 70 and which is disposed in a substantially horizontal position.

The indicator means also includes a second portion indicated generally by reference numeral 243 which includes a laterally extending plate 245 which is rigidly secured to the outer surface of retractable tube 88 and which serves to support an upwardly extending tubular member 246 which is rigidly :aifixed thereto. A nut member 248 is fixed to the upper end of tubular member 246 as by welding, and a pointer member 250 includes a sharp outer point portion 252 and a depending threaded shank portion 254. As clearly seen in FIG. 8, the threaded shank portion is threaded within the nut 248 and extends downwardly within the hollow tubular member 246. As seen in FIG. 8, the sharp point portion 252 is adapted to be aligned with the central portion of the rod member 240.

It is evident that the pointer 250 can be vertically adjusted simply by rotating it with respect to the nut member 248 in the proper direction. The pointer member can be adjusted so that it will be aligned with the central part of member 240 when the retractable tubes have been extended to the desired degree so as to obtain positive contact with the railway track members. Accordingly, the indicator means is adjusted to the proper position, and then the crank member is manually operated to lower the transverse axle support portion 142 downwardly un til the pointer 250 is aligned with member 240 as shown in FIG. 2, whereupon the adaptor assembly has been lowered to the desired extent.

It is apparent from the foregoing that there is provided according to the present invention a self-propelled vehicle adapted to move over paved roadways on the regular rubber tired wheels thereof and also including a railway wheel and axle adaptor assembly which includes railway wheels adapted to engage railway tracks to support a portion of the weight of the vehicle and to guide the vehicle for movement along the railway tracks. Actuating means including the hand crank 115 and associated gearing and the guide links 160, 162 are provided for lowering this adaptor assembly into operative position for use on railway tracks and for lifting it out of such operative position to permit ready movement along the paved roadways. The pivotal mounting of the axle means with respect to the axle support portion as well as the mounting of the axle support portion so as to be rigidly secured at the lower ends of telescoping tubular means which is pivotally interconnected with the frame of the vehicle and including pivotal links pivotally interconnecting the axle support means with the frame means serves to maintain the railway wheels in positive contact with the railway tracks under varying conditions of track levels and dis-tributes the weight substantially evenly between the railway wheels at opposite ends of the axle in view of the fact that the axle means is pivotally supported at substantially its mid point. This arrangement also enables the vehicle to successfully negotiate 30 degree curves as encountered on conventional railway tracks.

As this invention may be embodied in several forms without departing from the spirit or essential characteristics thereof, the present embodiment is therefore illustrative and not restrictive, and since the scope of the invention is defined by the appended claims, all changes that fall within the metes and bounds of the claims or that form their functional as well as conjointly cooperative equivalents are therefore intended to be embraced by those claims.

- What is claimed is:

1. A vehicle capable of movement along a paved roadway as well as along railway tracks including frame means having spaced driving wheels thereon adapted for travel on said paved roadway and tracks, and a railway wheel and axle adaptor assembly comprising reinforced bumper structure pivotally supported by said frame means on a transverse axis, axle support means supported in depending relation from said bumper structure, actuating mechanism supported by said bumper structure, said axle support means including .a pair of spaced guide tubes depending from said bumper structure, a retractable tube telescopically received within each of said guide tubes, gear means interconnecting said actuating mechanism with said retractable tubes for simultaneously moving the tubes upwardly and downwardly within the associated guide tubes for lifting and lowering the mechanism, a transverse axle support portion rigidly fixed to the lower ends of said retractable tubes, link means having one end thereof pivotally interconnected with said transverse axle support portion, the opposite end of said link means being pivotally interconnected with said frame means, pin means supported by said transverse axle support portion, means retaining said pin means in operative position, axle means, said axle means including at the central portion thereof means for journalling the axle means on said pin means for rotation thereabout, said axle means including wheel sup-port portions at opposite ends of said axle means.

2. Apparatus as defined in claim 1 including indicator means supported on said axle support means, said indicator means including a first portion supported by one of said guide tubes and a second portion supported by one of said retractable tubes, said portions of the indicator means being adapted to indicate the proper extension of said retractable tubes from said guide tubes.

3. Apparatus as defined in claim 2 wherein said second 1% portion of the indicator means includes an adjustable part for adjusting the relationship thereof to the associated retractable tube.

4. Apparatus as defined in claim 1 wherein said link means includes a pair of spaced link members pivotally supported at one end thereof from the frame means about a common pivot axis and pivotally interconnected at the opopsite ends thereof with said transverse axle support portion about a common axis.

5. Apparatus as defined in claim 1 wherein said transverse axle support portion includes a top wall and spaced depending side walls to define a generally channel-shaped, cross sectional configuration open at the bottom, and wherein said axle means includes a top wall, a bottom wall and a pair of interconnecting side walls to define at the central portion thereof a generally rectangular cross sectional configuration.

6. Apparatus as defined in claim 5 including depending substantially U-shaped braces connected between opposite side walls of the transverse axle support port-ion at opposite ends thereof for limiting downward movement of the axle means.

References Cited by the Examiner UNITED STATES PATENTS 2,896,553 7/1959 Whisler 215 2,968,260 1/1961 Scheldrup 105-215 3,130,686 4/11964 Fiechter et al 10*5215 ARTHUR L. LA POINT, Primary Examiner.

H. BELT'RAN, Assistant Examiner. 

1. A VEHICLE CAPABLE OF MOVEMENT ALONG A PAVED ROADWAY AS WELL AS ALONG RAILWAY TRACKS INCLUDING FRAME MEANS HAVING SPACED DRIVING WHEELS THEREON ADAPTED FOR TRAVEL ON SAID PAVED ROADWAY AND TRACKS, AND A RAILWAY WHEEL AND AXLE ADAPTOR ASSEMBLY COMPRISING REINFORCED BUMPER STRUCTURE PIVOTALLY SUPPORTED BY SAID FRAME MEANS ON A TRANSVERSE AXIS, AXLE SUPPORT MEANS SUPPORTED IN DEPENDING RELATION FROM SAID BUMPER STRUCTURE, ACTUATING MECHANISM SUPPORTED BY SAID BUMPER STRUCTURE, SAID AXLE SUPPORT MEANS INCLUDING A PAIR OF SPACED GUIDE TUBES DEPENDING FROM SAID BUMPER STRUCTURE, A RETRACTABLE TUBE TELESCOPICALLY RECEIVED WITHIN EACH OF SAID GUIDE TUBES, GEAR MEANS INTERCONNECTING SAID ACTUATING MECHANISM WITH SAID RETRACTABLE TUBES FOR SIMULTANEOUSLY MOVING THE TUBES UPWARDLY AND DOWNWARDLY WITHIN THE ASSOCIATED GUIDE TUBES FOR LIFTING AND LOWERING THE MECHANISM, A TRANVERSE AXLE SUPPORT PORTION RIGIDLY FIXED TO THE LOWER ENDS OF SAID RETRACTABLE TUBES, LINK MEANS HAVING ONE END THEREOF PIVOTALLY INTERCONNECTED WITH SAID TRANSVERSE AXLE SUPPORT PORTION, THE OPPOSITE END OF SAID LINK MEANS BEING PIVOTALLY INTERCONNECTED WITH SAID FRAME MEANS, PIN MEANS SUPPORTED BY SAID TRANSVERSE AXLE SUPPORT PORTION, MEANS RETAINING SAID PIN MEANS IN OPERATIVE POSITION, AXLE MEANS, SAID AXLE MEANS INCLUDING AT THE CENTRAL PORTION THEREOF MEANS FOR JOURNALLING THE AXLE MEANS ON SAID PIN MEANS FOR ROTATION THEREABOUT, SAID AXLE MEANS INCLUDING WHEEL SUPPORT POSITION AT OPPOSITE ENDS OF SAID AXLE MEANS. 